but probably anyone buying a new-ish TP doesn’t care about cost.
Especially not since with TBM 5 years of MX are included. Hassle free package.
Peter wrote:
A lot of TBM cost is IMHO excessive. So much pointless dismantling of stuff.
True but the solution is probably not to design a new plane but in fact to take an existing one and engineer out the issues. I was very surprise to learn about this interesting company:
https://www.resurgent.aero/
They seem to have taken on the Eclipse 500 and certify paperwork and modifications for major maintenance issues of the plane. More companies should do this for other airframes.
Regarding the TBM if you really want to operate on a budget the big MTOW is a major hurdle hard to overcome. By designing a cost effective alternative it would probably end up beeing a PA46 turbine so this spot in the market is taken. I could imagine a spot for a very fast single turbine but it would have to come close to Piaggio 180 or Cheyenne 400 numbers. A product for Citation owners fed up with all the issues of jet ownership.
The certified version E1000 GX was reviewed in the french magazine Aviation & Pilote of november 2021.
The reviewer was overall very satisfied with the large cabin volume and comfort (at >1.9 m height, he fits in the pilot’s seat with room to spare), logical arrangement of breakers and swtiches and general good ergonomy for the pilot, high performances and good flight characteristics. During the trial they achieved a speed in level flight at FL240 at max cruise (just below max ITT) of 327KTAS on 69gph. Cabin altitude there was a comfortable 7000ft.
At the end of the article, there is a comparative table with the TBM940. Many characteristics are all but identical, except:
It loads better, climbs better, and is $750k cheaper. But their network in Europe is non-existant.
It loads better, climbs better, and is $750k cheaper
Not surprising with 1200hp vs 850hp?
The 1200hp is a bit of a marketing gimmick.
Both the 66d and 67a have a EHSP of 1825hp.
Sure, however, 1200hp vs 850hp is what explains 4000fpm vs 2855fpm? I doubt it’s aerodynamics on same HP against the propeller?
The two engines without propeller attached in front, without torque limits and without airframe can theoretically deliver 1825hp, the climb rate will be about 0fpm 
Excess power does translate pretty well directly into a climb rate (=acquision of potential energy).
The problem is that in this price range the buyers expect excellent prawn sandwiches served by a very good looking waitress. And nobody does this like the French. Been there at Tarbes, seen it, had the sandwiches, didn’t work on me but only because I already had a TB20 
The problem is that in this price range the buyers expect excellent prawn sandwiches served by a very good looking waitress. And nobody does this like the French. Been there at Tarbes, seen it, had the sandwiches, didn’t work on me but only because I already had a TB20
None of the TBM owners I know care at all about „prawn sandwiches“ or „waitresses“.
Of the manufacturers in this class and my experience being in Tarbes several times is DAHER / TBM is very much no fuss / no BS concerning marketing. Instead they focus on the product, it’s support and are very active among the owner community.
The epic looks great, competition is always a good thing. How are their prawns and waitresses?
Nonexistent, I would think. They need some sort of European representation. Should not be hard to set up, with good factory backup.
I wonder what sort of components are used in the Epic. The TBM has a lot of very expensive parts. One owner said he’s not looking forward to the warranty end, with some aircon heat exchanger costing 20k. But Socata tend to use French parts, which are several times more expensive than US versions. I don’t expect to see input here from Epic owners who are mostly in the US…
Good question. I’d not be surprised if most of the parts for the key components come from the same suppliers.
The parts from the factory in Tarbes, especially the machined airframe ones, are renowned to be of utmost build quality. They even mount the airframe to a rotational rig so that all rivets are shot at exactly 90° angle.
